Carbureter.



No. 832,184. PATENTED OCT. 2, 1906. J. F. DURYEA &,W. M. REMINGTON.

UARBURETER.

APPLICATION FILED JUNE 19.1905.

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I Z merzZEr-u. James F No. 832,184. .PATENTBD OCT. 2, 1906,. J. F.DURYEA & W. M. REMINGTON.

GARBURETER.

APPLIOATIION FILED JUNE19.1905.

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I Jckmep' Fra/ ZgiZZza/m l Hu l kw kwm llllllll JAMES FRANK DURYEA ANDWILLIAM M. REMINGTON,

MASSACHUSETTS; SAID REMINGT OF SPRINGFIELD,

ON ASSIGNOR TO SAID DURYEA.

CARBUHE'TER.

Specification of Letters Patent.

Patented Oct. 2, '1 906.

Application filed June 19,1905. Serial No. 266,024.

To all whom it may concern.-

bureters, of which the following is a sp'ecifica .carbon is drawnthrough a suitable inlet by Be it known that we, JAMES FRANK DUR- Y'EAand WILLIAM MERRIAM REMINGTON, citizens of the United States of America,re-. siding at Springfield, in the county of Hampden and State ofMassachusetts, have invented new and useful Improvements in Cartion.

This invention relates to carbureters such as are used for theatomization or volatilizetion of liquid fuels and the proper mixingtherewith of the re uired'volume of air to produce a combustiblemixture, the carbureters being of that type in which, as is well known,the principle of operation involves means for drawing air through apassage into which a regulated quantity of liquid hydrothe aspiratingeffect of the movement of the air through the passage past saidinlet-opening, whereby the liquid may be volatilized or atomized and,mingling with the -air, constitute the agent whose combustion within thecylinder of the engine-actuates the piston of the latter.

It has been shown in practice that in many kinds of work to whichinternal-combustion engines are especially adapted far more diiiicultyis experienced in controlling the engine at points of varying efficiencythan is the case withsteam ,.or example, where a. substantially constantpressure is used. For example, when the engines are used in drivingmotor-vehicles the speed and load re-' quirements might vary, say, fromone hundred revolutions per minute with practically no load to fifteenhundred revolutions per minute with a full load, and under this widevariation great difficulty has been experienced in providing acarbureter having sufficient flexibility, as itis termed, to supply tothe engines a combustible mixture in which the proportions of thecombustible and air will not materially vary. This difliculty arisesfrom the fact that if the area of the passage through the carbureter isgreat enough to supply the engine with a combustible of the properproportions and volume to run the engine at its maximum efficiency thispassage is then so large that when the engine demands but the minimumsupply the air will move through the carburetor on the suction-stroke ofthe engine at such a revisionof means whereby the vtional elevation inthe plane the position of duced velocity as to result in the veryimperfeet vaporization or atomization of the combustible, andconsequently the'resulting mixture will .berelatively poor incombustible. Therefore as the engine 1s throttled down the proportion ofthe volatilized fuel to air diminishes and eventually reaches the pointwhere its ignition is uncertain or impossible.

The object of the present invention is to overcome these disadvantagesby the procapacity of the conduit for the combustible ext-ending betweenthe carburetor and the engine and whereby the quantity of thecombustible which may enter said conduit to be mixed with the air may beregulated; and having these ends in view the invention consists inmaking the conduit between the atomizer and the engine whose aggregateareas are sutlicient to supply the maximum volume of combustible theengine may require, means being provided "intheform of a suitable valveto effect the closure of as many of these separate pipes as desired,each pipe being provided with suitable inlet-pipe for the combustibleand regu lating means therefor. By means of this construction thesuction-stroke of the piston will only be effective to produce theatomization of the combustible in such of the pipe units making up theconduit as are left open by the position of the valve.

The invention is fully illustrated in the accompanying drawings, inwhich- Figure 1 shows in side elevation the application of the inventionto an internal-combustion engine of the ordinary four-cylinder type.Fig. 2 is an enlarged plan view of the valve which controls the variouspipes which unitedly constitute the conduit between the carbureter andthe engine. Fig. 3 is a secof line 3 S, Fig. of the interior of Fig. 4.is a diagram illustrating thevalve relative to the aper tures leadinginto the valve-casing and into which the various pipes of the conduitare connected. Fig. 5 is a sectional view in the plane of line 5 5, Fig.1, which shows the general construction, taken in connection with saidFig. 1, of the intake end of the air-pipe leading to the carburcter.'Fig. 6 is a perspective view of the movable element of the valveshownin Figs. 2 and 3. Fig. 7 is.a

2, showing the construction the valve.

of a number of separate pipes plan view of the reservoir of thecarburetor, showing the relation of the separate pipes of the conduitthereto and the separate connections between said pipes and thereservoir. Fig. 8 is an end elevation of the construction. shown in Fig.7 viewed from the left-hand end of the latter figure; and Fig. 9 is aside elevation of Fig. 7, partly in section, in the plane of line 9 9 toshow' the means of connection between each of the pipes of the conduitand the reservoir and the regulating means therefor.

Referring now to the drawings, a may indicate the en ine as a whole; I),a trunk inletpipe provide with branches 0, extending to each cylinder ofthe engine, (1 indicating the exhaust-pipe branching to each cylinder.

At some suitable point, as e, a valve-casing f is attached to thetrunk-pi e b, and into a boss g on the lower side of t is valve-casingthe se arate pipes h, jflc, m, and 0 are connecte with suitable assageswhich extend throu h the wall of t e casing and arecon- .trolle by therotatable valve p. This valve is shown in detail in Figs. 3 and 6, andit consists, essentially, of the arallel cylindrical heads g and r,united by t e portion s, which is that part of the valve which bearsagainst the interior surface of a bushing t in the cas ing and isarranged to move over the passages into which the pipes h, j, k, m, and0 are connected, which passages constitute continuations of these pipesand are radially disposed relative to the axis of the valve 19 and thebushing t referred to. The forward orthrottlin edge of the ortion softhe valve (which e ge is indicate by e) is inclined relative to the axisof the valve, whereby the various passages leading to the pipes h, j, k,m, and 0 will be gradually covered or uncovered by the movement of thisinclined ed e 7) of the valve thereof from one end to the ot nor as thevalve is rotated. The purpose of this construction may be clearly seenby referring to Fig. 1, in whichthis inclined edge e of the valve isshown as it begins to uncover the passage it, (these various passagesbeing referred to by the same letter of reference that indicates thevarious pipes connected with them,) the dotted line w showin theposition of the throttling edge 12- after t he passage h has been fullyuncovered, which shows that before the total uncovering of one assage iseii'ected the edge Q) will pass into t e area of the next, whereby thesuccessive opening of these various passages will be eiiected withoutany break. The valve p has attached thereto or forming part thereof anarm at, which, as shown in Fig. 1, may by a system of rods and levers ybe connected with an opcrating-handle 3 or with any other device as agovernor, whereby the valve may be actuated to regulate the supply ofcombustible mixture to the engine.

While the valve described and shown hereseams in isconsidered to behestadapted to the end in view, any other having the same characteristicsmay be substituted therefor. The shell or easin'gf of this valve is madein the form of a cylinder with one closed end, being preferably divided.into two parts on the line 4: 4, as shown in Fig. 2, these being puttogather with screws 5, by the looseningof which the valve may beremoved er the con nection between the carbureter and the en gine brokenfor the purpose of examining or removing the carbureter. The pipes h, 7,k, m, and 0 are, as shown in the various figures of the drawings,flattened, to the end that they may be laced side by side and occupyrelatively litt e room. Preferably they would be arranged as shown inFig. 1, the ends thereof opposite the ends which enter the valve-casingf being in a similar manner on' tered in asort of tubular head 7,adapted to be clamped to the exhaust-pipe d in such manner as to leavean air-passage 8 (shown in Fig. 5) contiguous to the pipe d, wherebywhen upon the suction-stroke of the engine air is drawn through theconduit-pipes to the engine it will pass into the head 7 in contact withthe hot exhaust-pipe, and thus become more or less heated. No part ofthe invention, however, is involved in the idea of heating the air whichisused in the carburetor;

but there is advantage in heating it, which fact is utilized in theconstruction shown.

At some point between the two ends of the conduit pipes h, j, k, m, and0 they pass through a rectangular boss, (shown in Figs. 7 and 8 andindicated by 10,) which is slotted to receive the aforementionedconduit-pipes, these preferably being brazed or otherwise securedtherein. This boss 10 is provided with lugs on the opposite ends thereofthrough which screws 12 may pass to secure the liquid-fuel reservoir 14in operative relation to these conduit-pipes. This reservoir is of castmetal, and one wall thereof, as shown in section in Fig. 9, is madethick enough to have drilled. therein the usual passages 15 and 16 forthe liquid fuel. sage 15 extends vertically through this wall of thereservoir and is intercepted by the fuelsupply nozzle 17, screwed intothe wall of the reservoir at right angles to said passage, and at somepoint between the nozzle 17 andthe reservoir is located the usualneedle-valve 18, whereby the quantity of liquid fuel whieh may pass intothe atomizing-pipe from the reservoir may be regulated.

As shown in Figs. 7 and 8, separate atomizingpipes 17 for theconduit-pipes h, 1', 76, m, and 0 are provided, and separate passages 15and 16 are provided for each of the pipes 17 and separateadjusting-valves 18 also.

The reservoir 14 is hermetically closed and provided with a pipe (notshown) .twhich'ex tends to some suitable larger reservoir for liquidfuel, the usual float 20, as shown in The pass- Fig. 9, being located inthe reservoir to maintain the liquid fuel therein at a constant levelnear the level of the atomizing-pipes whereby. on the suction-stroke ofthe piston a certain amount of the liquid fuel will be drawn from thereservoir through the fuel-supply nozzle 17 into the conduit-pipes h, j,7c, m, and 0, or such of them as are open, and mingling there in withthe volume of air passing through said nozzle constitute the explosivemixture required for the operation of the engine.

The salient feature of this invention lies in the provision of a groupof pipes of relatively small area, each provided with an atomizing pipeconnected with the liquid-fuel reservoir, the aggregate areas of thepipes constituting said group being sufhcient to supply the engine withthe required volume of combustible mixture to run it at its maximumeliiciency, provision being made for cutting off certain pipes of saidgroup as the demand on the engine for power decreases, this cutting offof these pipes efiecting the diminution of the area of the conduitextending to the engine and proportionately cutting off the sup.- ply offuel, and attention is especially called to this simultaneous adjustmentof the air and fuel supply as distinguished from the method new incommon use of throttling the intake-port of the carbureter when it isde- 1sired to reduce the volume of the combusti- By means of the verylowest point or to increase it to the maximum without changing thequality of the mixtures as regards the relative proportion of air andfuel compared With those proportions when the engine is running at itsnormal rate.

To adjust the carbureter, the valve 2) should be set (see Fig. 4)withits throttling edge 1) about on the dotted line 2]., which willuncover, say, a little more than half of the first pipe ft of the groupleading to the engine. At this point the needle-valvelS of this pipe maybe adjusted to give a correct mixture of air and fuel. When this hasbeen attained, the edge of the valve may be moved to grad,- ually closethe pipe h or in the opposite direction to gradually open it, and thismovement may take place within certain limits Without so increasing ordecreasing the relative p11 portions of fuel to the volume of airpassing through the pipe as to make the mixture either too poor or toorich in fuel, and this is a sufficiently flexible point to permit thevalve to travel, we will say, toward the open position far enough tobegin to open the next pipe j. could pass through this pipe were addedto the corrcctly-proportioned mixture in the pipe h, the mixture wouldbe too highly diluted. 'llhereforc as the valve 7) is moved to .ncoverthe pipej the needle-valve 18 of this present invention. it is.

supply possible to reduce the supply of fuel to the i you into eachconduit, and

If. however, the volume of air which pipe'is also adjusted to provide acorrectly proportioned mixture as this pipe is gradually uncovered, andin this ment of the valve 18 of each of the pipesh, 7', Ir, m, and 0 iseffected, the combined output of them all being sufficient to supply theengine with the required volume of mixture to run it at its maximumcapacity. This adustment being properly made for each of the pipes, itis obvious that When the valve is moved to gradually cover the ends ofthese pipes there will be no change in the quality of t e mixture, aseach open pipe will yield that mixture in the proportion of air and fuelto which it is individually adjusted, and it Will therefore be possibleto throttle down the engine to the lowest point and yet obtain acorrectly-proportioned mixture, and the same is true of the oppositeextreme.

Obviously the number of the pipes h, j, k, m, and 0 constituting theconduit between the carbureter and the engine may be more or lessnumerous, as demanded by the conditions of the service to which it is tobe adapted, and of course the cross-sectional form of these pipes isimmaterial, the essential fea ture of the invention being in the use ofa conduit between the carbureter and the engine subdivided into aplurality of relatively small conduits each provided With its ownfuel-supply pipe or atomizing-nozzle and each provided with means toregulate that means being provided to open or close at Will any desirednumber of the sepa rate units of the conduit to increase or diminish thetotal volume of the combustible mixture delivered to the engine.

Having thus described our invention, What We claim, and desire to secureby Letters Patent of the United States, is-

1. A carbureter comprising a suitable reservoir for the fuel, aplurality of separate conduits extending therefrom, means to supply fuelto each conduit separately, and means to open or close said conduits insuccession to vary the total volume of fuel, said means consisting of acasting having two disk-shaped pieces and connected by a curvedsha edpart one edge of which stands at an angle to said disk-shaped pieces.

2. A carbureter consisting of a plurality of conduits, a valve for theoutlet ends thereof, a casing for the outlet ends the opposite endsbeing open; a fuel-reservoir connected with. the conduits between theirends, separate, fuel-supply pipes extending from the reseraregulatingvalve for each sr pply-pipe, said valve having an edge that isnormally inclined to the con (hut-openings in said casing.

53. A carburetor ol' the character described having an inlet and outletopening supplyroservoir, the latter being operativcly connected with anengiire-cylinder, a plurality of com uits extending between saidopenings, a

Way the adjustclined to said outlet-openings whereby a greater or a lessnumber of the latter may be placed in operative communication with saidengine-cylinder.

4. The combination with an internal-combustion engine, of a carbureter,a suitable conduit between the latter and the engine consisting of aplurality of separate passages each being provided with separate meansfor supplying a combustible thereto, and a valve in said conduit tocontrol. said separate passages, said valve being rotatably mounted andhaving a disk-shaped part at its opposite ends, a part connecting saiddisk-shaped part, one edge of said connecting art being straight and theother edge inclined whereby a greater or less number of the latter maybe scares means to supply fuel to each conduit sepa rately, and meanstoopen orclose said conduits in succession to regulate the volume offuel, said regulating means comprising a rotary valve, one edge of whichis inclined to said conduits, whereby a gradual o ening and closing ofthe plurality of the conduits is effected.

6. A carbureter comprising a fuel-reservoir, a plurality of conduits andseparate fuel-supplying means extending from each conduit to thereservoir a valvecasing having a plurality of narrow, parallel slits inits wall with each of which one of said conduits is connected, a valvein said casing to move over said slits to open or close the same, thethrottling edge of said valve being inclined relative to said parallelslits whereby the ad vancing or receding movement of said edge willefiect the uncovering or the covering of said slits in a directionextending from one placed in operative communication with said endthereof to the other.

engine.

5. The combination with an mternal-combustion engine and a oarbureterconsisting oi a suitable reservoir for fuel, a plurality of conduitsextending therefrom to the engine, 1

JAMES FRANK DURYEA. WILLIAM M. REMINGTON. Witnesses:

VIM, ll. CI-IAPIN, K. I. Cannons.

